US8521391B2 - Methods and systems for brake pedal tuning and braking control in vehicles - Google Patents
Methods and systems for brake pedal tuning and braking control in vehicles Download PDFInfo
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- US8521391B2 US8521391B2 US12/627,610 US62761009A US8521391B2 US 8521391 B2 US8521391 B2 US 8521391B2 US 62761009 A US62761009 A US 62761009A US 8521391 B2 US8521391 B2 US 8521391B2
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3255—Systems in which the braking action is dependent on brake pedal data
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
- B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/82—Brake-by-Wire, EHB
Definitions
- the present invention generally relates to the field of vehicles and, more specifically, to methods and systems for calibrating braking systems and controlling braking in vehicles.
- a brake-by-wire system an operator's activation of the brake pedal is determined by one or more sensors. Data from the sensors is then used by a computer or processor to determine an appropriate braking force to apply to the brakes.
- brake-by-wire systems Several different types exist. For example, in an electro-hydraulic braking system, the computer commands an electro-hydraulic actuator to apply hydraulic pressure to the brake calipers to stop the vehicle. In contrast, in an electro-mechanical braking system, the braking force is applied instead by an electronic caliper which utilizes a small motor to push the brake pads against the rotor to stop the vehicle.
- vehicles can incorporate combined systems such as electro-mechanical and electro-hydraulic systems.
- hybrid cars can utilize a combination of friction braking, which can be electro-mechanical or electro-hydraulic, and regenerative braking, which is also a type of electronic braking in which speed is reduced by converting kinetic energy into electrical energy
- braking systems generally utilize one or more driver-related inputs, such as a measure of brake pedal travel and/or a measure of brake pedal force, in determining driver intent.
- driver-related inputs such as a measure of brake pedal travel and/or a measure of brake pedal force
- calibration of braking system in vehicles for example to tune the brake pedal travel or force measures used by the braking system of the vehicle.
- a method for calibrating a braking system of a vehicle having a brake pedal comprises the steps of measuring, via a sensor, a speed of the vehicle, generating, via a processor, an optimized mapping relating a movement of the brake pedal and a deceleration of the vehicle based at least in part upon the speed of the vehicle, and calibrating, via the processor, a relationship between an engagement of the brake pedal and the deceleration of the vehicle using the optimized mapping.
- a method for controlling braking in a vehicle having a brake pedal and brake units comprises the steps of measuring a movement of the brake pedal, measuring a speed of the vehicle, and providing braking torque to the brake units in an amount based at least in part on the movement of the brake pedal and the speed of the vehicle.
- a system for controlling braking in a vehicle having a brake pedal comprises a brake pedal, a first sensor, a second sensor, and a brake controller.
- the first sensor is configured to at least facilitate measuring movement of the brake pedal.
- the second sensor is configured to at least facilitate measuring a speed of the vehicle.
- the brake controller is coupled to the first sensor and the second sensor, and is configured to at least facilitate providing braking torque in an amount based at least in part on the movement of the brake pedal and the speed of the vehicle.
- FIG. 1 is a functional block diagram of a control system for use in controlling braking in a vehicle, in accordance with an exemplary embodiment of the present invention
- FIG. 2 is a flowchart of a process for calibrating a brake control system of a vehicle, such as the control system of FIG. 1 , and controlling braking in the vehicle, in accordance with an exemplary embodiment of the present invention
- FIG. 3 is a graphical illustration of exemplary mappings between brake pedal travel and desired braking torque and offsets for same, for use with the control system of FIG. 1 and the process of FIG. 2 , in accordance with an exemplary embodiment of the present invention.
- FIG. 1 is a block diagram of an exemplary braking system 100 for use in a brake-by-wire system.
- the braking system 100 includes a brake pedal 102 , a brake pedal travel sensor 104 , a brake pedal force sensor 105 , a gear sensor 106 , at least one wheel speed sensor 108 , a brake controller 110 , and a plurality of brake units 112 .
- the brake pedal 102 provides an interface between an operator of a vehicle and a braking system or a portion thereof, such as the braking system 100 , which is used to slow or stop the vehicle.
- an operator would typically use his or her foot to apply a force to the brake pedal 102 to move the brake pedal 102 in a generally downward direction.
- the braking system 100 is an electro-hydraulic system.
- the brake pedal travel sensor 104 is coupled to the brake pedal 102 .
- the brake pedal travel sensor 104 provides an indication of how far the brake pedal 102 has traveled, which is also known as brake pedal travel, when the operator applies force to the brake pedal 102 .
- brake pedal travel can be determined by how far an input rod in a brake master cylinder has moved. Other methods of measuring brake travel can also be utilized.
- the brake pedal travel sensor 104 collects brake pedal travel data for ultimate use by the brake controller 110 in controlling braking for the vehicle and/or calibrating the braking system 100 , as described further below. It will be appreciated that multiple brake pedal travel sensors 104 may be used in various embodiments.
- the brake pedal force sensor 105 is coupled to the brake pedal 102 .
- the brake pedal force sensor 105 determines how much force the operator of braking system 100 is applying to the brake pedal 102 , which is also known as brake pedal force.
- the brake pedal force sensor 105 includes a hydraulic pressure emulator and/or a pressure transducer, and the brake pedal force can be determined by measuring hydraulic pressure in a master cylinder of the braking system 100 .
- the brake pedal force sensor 105 collects brake pedal force data for ultimate use by the brake controller 110 in controlling braking for the vehicle and/or calibrating the braking system 100 , as described further below. It will be appreciated that multiple brake pedal force sensors 105 may be used in various embodiments.
- the gear sensor 106 is coupled to a gear selector 114 of the vehicle.
- the gear sensor 106 provides an indication of a current gear (e.g., drive, reverse, park) in which the vehicle is operating, preferably as represented by a current position of the gear selector 114 .
- a current gear e.g., drive, reverse, park
- Other methods of determining the current gear in which the vehicle is operating can also be utilized.
- the gear sensor 106 collects information as to the current gear in which the vehicle is operating and for ultimate use by the brake controller 110 in controlling braking for the vehicle and/or calibrating the braking system 100 , as described further below. It will be appreciated that multiple gear sensors 106 may be used in various embodiments.
- the at least one wheel speed sensor 108 is coupled to one or more wheels 116 of the vehicle.
- the at least one wheel speed sensor 108 provides an indication of a speed of one or more of the wheels 116 , which can then be utilized by the brake controller 110 in determining a speed of the vehicle and for ultimate use by the brake controller 110 in controlling braking for the vehicle and/or calibrating the braking system 100 , as described further below.
- the braking system 100 includes one wheel speed sensor 108 for each wheel 116 of the vehicle, with each wheel speed sensor 108 coupled to a different wheel 116 .
- the number, placement, and coupling of the wheel speed sensors may vary in different embodiments.
- one or more other different types of sensors and/or other devices may be used in measuring the vehicle speed and/or in providing information to the brake controller 110 for use in calculating the vehicle speed.
- GPS global position system
- the brake controller 110 is coupled to the brake pedal travel sensor 104 , the brake pedal force sensor 105 , the gear sensor 106 , and the at least one wheel speed sensor 108 , as well as to the brake units 112 .
- the brake controller 110 receives inputs from the brake pedal travel sensor 104 (namely, brake pedal travel data), the brake pedal force sensor 105 (namely, brake pedal force data), the gear sensor 106 (namely, gear data), and the at least one wheel speed sensor 108 (namely, wheel speed data).
- the brake controller 110 uses values from these inputs in calibrating the braking system 100 and in controlling braking via the brake units 112 , in accordance with the process 200 of FIGS. 2 and 3 as set forth in greater detail further below.
- the brake controller 110 includes a computer system 119 that includes a processor 120 , a memory 122 , an interface 123 , a storage device 125 , and a bus 126 .
- the processor 120 performs the computation and control functions of the brake controller 110 , and may comprise any type of processor or multiple processors, single integrated circuits such as a microprocessor, or any suitable number of integrated circuit devices and/or circuit boards working in cooperation to accomplish the functions of a processing unit.
- the processor 120 executes one or more programs 127 contained within the memory 122 and, as such, controls the general operation of the computer system 119 .
- the memory 122 can be any type of suitable memory. This would include the various types of dynamic random access memory (DRAM) such as SDRAM, the various types of static RAM (SRAM), and the various types of non-volatile memory (PROM, EPROM, and flash).
- DRAM dynamic random access memory
- SRAM static RAM
- PROM EPROM
- flash non-volatile memory
- the memory 122 stores the above-referenced programs 127 in addition to one or more baseline mappings and/or look-up tables for use by the processor 120 in calibrating the braking system 100 and controlling braking.
- the bus 126 serves to transmit programs, data, status and other information or signals between the various components of the computer system 119 .
- the interface 123 allows communication to the computer system 119 , for example from a system driver and/or another computer system, and can be implemented using any suitable method and apparatus. It can include one or more network interfaces to communicate with other systems or components. The interface 123 may also include one or more network interfaces to communicate with technicians, and/or one or more storage interfaces to connect to storage apparatuses, such as the storage device 125 .
- the storage device 125 can be any suitable type of storage apparatus, including direct access storage devices such as hard disk drives, flash systems, floppy disk drives and optical disk drives.
- the storage device 125 comprises a program product from which memory 122 can receive a program 127 that executes one or more embodiments of one or more processes of the present invention, such as the process 200 of FIGS. 2 and 3 or portions thereof.
- the program product may be directly stored in and/or otherwise accessed by the memory 122 and/or a disk (e.g., disk 130 ) such as that referenced below.
- the bus 126 can be any suitable physical or logical means of connecting computer systems and components. This includes, but is not limited to, direct hard-wired connections, fiber optics, infrared and wireless bus technologies.
- the program 127 is stored in the memory 122 and executed by the processor 120 . It will be appreciated that the brake controller 110 may differ from the embodiment depicted in FIG. 1 , for example in that the brake controller 110 may be coupled to or may otherwise utilize one or more remote computer systems and/or other control systems.
- the brake units 112 receive the brake commands from the brake controller 110 , and are controlled thereby accordingly.
- the brake units 112 can include any number of different types of devices that, upon receipt of brake commands, can apply the proper braking torque as received from the brake controller 110 .
- the brake units 112 can comprise an actuator that can generate hydraulic pressure that can cause brake calipers to be applied to a brake disk to induce friction to stop a vehicle.
- the brake units 112 can comprise a wheel torque-generating device that operates as a vehicle brake.
- the brake units 112 can also be regenerative braking devices, in which case the brake units 112 , when applied, at least facilitate conversion of kinetic energy into electrical energy.
- FIG. 2 is a flowchart of a process 200 for calibrating a braking system of a vehicle and controlling braking for the vehicle, in accordance with an exemplary embodiment of the present invention.
- the process 200 can be implemented in connection with the braking system 100 of FIG. 1 and the computer system 119 of FIG. 1 in accordance with an exemplary embodiment of the present invention.
- the process 200 will also be described below in connection with FIG. 3 , which depicts a graphical illustration of exemplary mappings between brake pedal travel and desired braking torque and offsets for same, in accordance with an exemplary embodiment.
- the process 200 begins with the step of measuring brake pedal travel (step 202 ).
- the brake pedal travel is measured based on movement of the brake pedal during operation of the vehicle.
- the brake pedal travel is measured by the brake pedal travel sensor 104 of FIG. 1 based on detected movement of the brake pedal 102 of FIG. 1 and provided to the processor 120 of the brake controller 110 of FIG. 1 for processing.
- the brake pedal travel is calculated by the processor 120 of the brake controller 110 of FIG. 1 based on information provided by the brake pedal travel sensor 104 of FIG. 1 .
- brake pedal force is measured (step 203 ).
- the brake pedal force is measured based on a force applied to the brake pedal during operation of the vehicle.
- the brake pedal force is measured by the brake pedal force sensor 105 of FIG. 1 based on a detected force applied to the brake pedal 102 of FIG. 1 , and the measurements are provided to the processor 120 of the brake controller 110 of FIG. 1 for processing.
- the brake pedal force is calculated by the processor 120 of the brake controller 110 of FIG. 1 based on information provided by the brake pedal force sensor 105 of FIG. 1 .
- a vehicle speed is also measured (step 204 ).
- the vehicle speed is measured by one or more wheel speed sensors 108 of FIG. 1 .
- the vehicle speed is calculated by the processor 120 of the brake controller 110 of FIG. 1 using inputs or information provided by one or more wheel speed sensors 108 of FIG. 1 .
- the vehicle speed is calculated by the processor 120 of the brake controller 110 of FIG. 1 using inputs or information provided by one or more other sensors and/or devices, such as, by way of example only, a global positioning system (GPS) device.
- GPS global positioning system
- a gear status is detected (step 206 ).
- the gear status comprises a gear or mode in which the vehicle is operating, for example whether the vehicle is in a “drive” gear or mode, a “reverse” gear or mode, or a “park” gear or mode.
- the gear status is detected by the gear sensor 106 of FIG. 1 .
- the gear status is determined by the processor 120 of the brake controller 110 of FIG. 1 based on inputs or information provided by the gear sensor 106 of FIG. 1 .
- a baseline mapping is also obtained (step 208 ).
- the baseline mapping comprises a mapping of brake pedal travel and/or brake pedal force with a driver-intended deceleration of the vehicle.
- the baseline mapping is independent of the vehicle speed.
- the baseline mapping corresponds to the baseline mapping 129 of FIG. 1 , is stored in the memory 122 of the brake controller 110 of FIG. 1 , and is retrieved from the memory 122 by the processor 120 of the brake controller 110 of FIG. 1 .
- the baseline mapping comprises a function relating brake pedal travel and/or brake pedal force with driver-intended deceleration of the vehicle.
- the baseline mapping comprises a look-up table relating brake pedal travel and/or brake pedal force with driver-intended deceleration of the vehicle.
- an exemplary baseline mapping is represented as baseline mapping 300 that correlates brake pedal travel with a braking torque that corresponds to the driver-intended deceleration of the vehicle.
- the optimized mapping comprises a mapping of brake pedal travel and/or brake pedal force with driver-intended deceleration of the vehicle after taking into account the vehicle speed of step 204 . Also in a preferred embodiment, the optimized mapping is generated by the processor 120 of the brake controller 110 of FIG. 1 .
- the optimized mapping is generated by adjusting the baseline mapping of step 208 .
- the optimized mapping is generated by adjusting a slope of the baseline mapping.
- the optimized mapping is generated by adjusting an intercept of the baseline mapping.
- the optimized mapping is generated by adjusting a slope and an intercept of the baseline mapping.
- a first predetermined threshold such as forty miles per hour, by way of example only
- the brake pedal travel and/or brake pedal force values corresponding to all (or nearly all) decelerations values are reduced in the optimized mapping as compared with respective values in the baseline mapping.
- a first predetermined threshold such as forty miles per hour, by way of example only
- an exemplary optimized mapping is represented in FIG. 3 as the high speed optimized mapping 302 correlating brake pedal travel with braking torque corresponding to the driver-intended deceleration of the vehicle.
- the brake-pedal is tuned so that relatively smaller movements of the brake pedal (e.g., brake pedal travel and/or brake pedal force) will result in relatively larger braking pressure, and therefore a relatively larger rate of deceleration of the vehicle (as compared with lower-speed conditions), to thereby provide the driver with a tighter brake pedal feeling and provide quicker braking responsiveness for the driver when the vehicle is operating at a relatively higher speed.
- relatively smaller movements of the brake pedal e.g., brake pedal travel and/or brake pedal force
- the brake pedal travel and/or brake pedal force values for all (or nearly all) decelerations values are increased in the optimized mapping as compared with respective values in the baseline mapping.
- a second predetermined threshold such as ten miles per hour, by way of example only
- an exemplary optimized mapping is represented in FIG. 3 as the low speed optimized mapping 304 correlating brake pedal travel with braking torque corresponding to the driver-intended deceleration of the vehicle.
- the brake pedal is tuned so that relatively larger movements of the brake pedal (e.g., brake pedal travel and/or brake pedal force) will result in relatively smaller, and therefore a relatively smaller rate of deceleration of the vehicle (as compared with higher-speed conditions), to thereby provide the driver with a more flexible brake pedal feeling and provide more precision as to the desired deceleration of the vehicle, for example if the vehicle is being operated in a parking lot or under some other low-speed conditions.
- relatively larger movements of the brake pedal e.g., brake pedal travel and/or brake pedal force
- a baseline mapping (such as the exemplary baseline mapping 300 of FIG. 3 ) is utilized in situations in which the vehicle speed is greater than or equal to the second predetermined threshold (for example, ten miles per hour, in one exemplary embodiment) and less than or equal to the first predetermined threshold (for example, forty miles per hour, in one exemplary embodiment).
- the first and second predetermined thresholds may be equal to one another (such as, by way of example only, twenty miles per hour).
- the baseline mapping (such as the exemplary baseline mapping 300 of FIG. 3 ) is preferably not used.
- the baseline mapping is preferably substituted in such cases at all (or nearly all) times with either a high speed mapping (such as the exemplary high speed optimized mapping 302 of FIG. 3 , for speeds above the first/second predetermined threshold) or a low speed optimized mapping (such as the low speed optimized mapping 304 of FIG. 3 , for speeds below the first/second predetermined threshold).
- a high speed mapping such as the exemplary high speed optimized mapping 302 of FIG. 3 , for speeds above the first/second predetermined threshold
- a low speed optimized mapping such as the low speed optimized mapping 304 of FIG. 3 , for speeds below the first/second predetermined threshold.
- a brake pedal travel and force offset is calculated (step 212 ).
- the brake pedal travel and force offset represents a difference in a brake pedal travel value and/or a brake pedal force value as compared with the baseline mapping.
- the brake pedal travel and force offset is calculated by the processor 120 of the brake controller 110 of FIG. 1 based on the vehicle speed of step 204 .
- the brake pedal travel and force offset comprises a negative brake pedal travel offset 306 as compared with the baseline mapping 300 if the vehicle speed is greater than the above-referenced first predetermined threshold.
- the brake pedal travel offset comprises a positive brake pedal travel offset 307 as compared with the baseline mapping 300 if the vehicle speed is less than the above-referenced second predetermined threshold.
- an aggregate offset can be calculated by adding the absolute values of the positive brake pedal travel offset and the negative brake pedal travel offset together.
- the aggregate offset reflects a difference in brake pedal travel values between relatively high speed conditions and relatively low speed conditions, and can also be utilized as the brake pedal travel offset of step 212 (for example, in situations, such as those described above, in which only the high speed optimized mapping and the low speed optimized mapping are utilized for the brake pedal tuning and braking system calibration).
- steps 210 and 212 may be collectively considered to comprise a combined step 213 of tuning the brake pedal 102 of FIG. 1 .
- the driver is provided with a relatively tighter or more sensitive brake pedal 102 tuning when driving at relatively higher speeds, in order to provide quick responsiveness to driver inputs and resulting shorter braking distances under relatively high-speed conditions.
- the driver is provided with a relatively more flexibly or less sensitive brake pedal 102 tuning when driving at relatively low speeds (for example, when driving in a parking lot), in order to provide the driver with more precision as to the desired deceleration of the vehicle under relatively low-speed conditions.
- the calibration and tuning of the combined step 213 are also based in part upon the gear status as detected in step 206 .
- the low speed optimized mapping 304 and the positive brake pedal travel offset 307 of FIG. 3 are not implemented if the vehicle is being operated in a reverse gear or driving mode.
- the baseline mapping 300 or the high-speed optimized mapping 302 are instead utilized in such situations in which the vehicle is being operated in a reverse gear or driving mode.
- a driver-intended deceleration is then calculated (step 214 ).
- the driver-intended deceleration comprises a rate of deceleration of the vehicle corresponding to the driver inputs to the brake pedal 102 , and thereby approximating the intent of the driver.
- the driver-intended deceleration is calculated using the brake pedal travel information of step 202 , the brake pedal force information of step 203 , and the optimized mapping and/or the brake pedal and travel offset of steps 210 , 212 .
- the driver-intended deceleration is calculated by the processor 120 of the brake controller 110 of FIG. 1 .
- Braking torque is then provided in accordance with the driver-intended deceleration (step 216 ).
- the braking torque is provided to the brake units 112 based on instructions provided by the processor 120 of the brake controller 110 of FIG. 1 .
- the braking torque is provided in an amount that results in a deceleration of the vehicle that approximates the desired rate of deceleration of the vehicle as reflected in the driver-intended deceleration of step 214 .
- the methods and systems provide for improved braking system calibration and braking control using brake pedal travel, brake pedal force, and the speed of the vehicle.
- a relatively tighter or more sensitive brake pedal tuning is provided when the vehicle is operating at relatively higher speeds, to thereby provide quick responsiveness to driver inputs and shorter braking distances under relatively high-speed conditions.
- a relatively more flexibly or less sensitive brake pedal tuning is provided when the vehicle is operating at relatively low speeds (for example, when driving in a parking lot), to thereby provide the driver with more precision as to the desired deceleration of the vehicle under relatively low-speed conditions.
- the gear status of the vehicle is also taken into account, for example to provide a tighter brake pedal feel when the vehicle is operating in a reverse gear or driving mode regardless of the speed of the vehicle.
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US12/627,610 US8521391B2 (en) | 2009-11-30 | 2009-11-30 | Methods and systems for brake pedal tuning and braking control in vehicles |
DE102010052163.9A DE102010052163B4 (en) | 2009-11-30 | 2010-11-22 | Methods and systems for brake pedal adjustment and brake control in vehicles |
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US12/627,610 US8521391B2 (en) | 2009-11-30 | 2009-11-30 | Methods and systems for brake pedal tuning and braking control in vehicles |
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US20110130935A1 US20110130935A1 (en) | 2011-06-02 |
US8521391B2 true US8521391B2 (en) | 2013-08-27 |
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US12/627,610 Active 2032-02-15 US8521391B2 (en) | 2009-11-30 | 2009-11-30 | Methods and systems for brake pedal tuning and braking control in vehicles |
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US5558409A (en) * | 1994-12-14 | 1996-09-24 | General Motors Corporation | Electrohydraulic braking system |
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US20140250995A1 (en) * | 2013-03-08 | 2014-09-11 | Honda Motor Co., Ltd. | Vehicle brake system testing device and method |
US9103737B2 (en) * | 2013-03-08 | 2015-08-11 | Honda Motor Co., Ltd. | Vehicle brake system testing device and method |
US9440734B2 (en) * | 2014-07-29 | 2016-09-13 | Goodrich Corporation | Systems and methods for aircraft brake sensors |
US20200122696A1 (en) * | 2018-10-22 | 2020-04-23 | Hyundai Mobis Co., Ltd. | Braking control apparatus and method for vehicle |
US11679746B2 (en) * | 2018-10-22 | 2023-06-20 | Hyundai Mobis Co., Ltd. | Braking control apparatus and method for vehicle |
US11161487B2 (en) | 2019-08-15 | 2021-11-02 | Bendix Commercial Vehicle Systems Llc | System and method for controlling wheel brakes in a vehicle platooning with another vehicle |
US11498428B2 (en) | 2019-10-28 | 2022-11-15 | Caterpillar Inc. | Directional shift variable brake disengagement |
Also Published As
Publication number | Publication date |
---|---|
DE102010052163B4 (en) | 2019-10-24 |
DE102010052163A1 (en) | 2011-07-07 |
US20110130935A1 (en) | 2011-06-02 |
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